CN108725355B - Solar panel power point tracker integrated with vehicle electrical system - Google Patents

Solar panel power point tracker integrated with vehicle electrical system Download PDF

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Publication number
CN108725355B
CN108725355B CN201810296881.4A CN201810296881A CN108725355B CN 108725355 B CN108725355 B CN 108725355B CN 201810296881 A CN201810296881 A CN 201810296881A CN 108725355 B CN108725355 B CN 108725355B
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voltage
converter
auxiliary
solar panel
battery
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CN108725355A (en
Inventor
哈迪·马利克
丹尼尔·路易斯·波士顿
雅各布·马修斯
詹姆斯·A·莱思罗普
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/35—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering with light sensitive cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/003—Converting light into electric energy, e.g. by using photo-voltaic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05F—SYSTEMS FOR REGULATING ELECTRIC OR MAGNETIC VARIABLES
    • G05F1/00—Automatic systems in which deviations of an electric quantity from one or more predetermined values are detected at the output of the system and fed back to a device within the system to restore the detected quantity to its predetermined value or values, i.e. retroactive systems
    • G05F1/66—Regulating electric power
    • G05F1/67—Regulating electric power to the maximum power available from a generator, e.g. from solar cell
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/50—Photovoltaic [PV] energy
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E70/00—Other energy conversion or management systems reducing GHG emissions
    • Y02E70/30—Systems combining energy storage with energy generation of non-fossil origin
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Sustainable Development (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Dc-Dc Converters (AREA)
  • Control Of Electrical Variables (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The Voltage Quality Module (VQM) function and the solar power generation function are integrated by sharing a single Voltage Converter (VC) within the electrical system of a motor vehicle having an electrically-started internal combustion engine. The cost of adding solar power generation capacity to the vehicle, the packaging complexity of the system, and the increased number of components are reduced. VC may be a DC-DC converter in either boost mode or buck mode. The switching circuit selectively connects VC between the main battery and the auxiliary bus or between the solar panel and the auxiliary battery. The VC controller adjusts the VC output using the main battery to stabilize the auxiliary bus voltage in the engine cranking mode and adjusts the VC output to match the auxiliary battery voltage using the solar panel output in addition to the engine cranking mode.

Description

Solar panel power point tracker integrated with vehicle electrical system
Technical Field
The present invention relates generally to electrical systems of motor vehicles equipped with solar panels for generating electricity, and more particularly to variable voltage converters used by such systems.
Background
The use of solar panels (e.g., photovoltaic arrays) to generate electricity has received increasing attention in the automotive industry due to the ability to reduce prices and increase immediately available efficiency levels. The solar panel may be attached to the roof of the vehicle or may be used in place of, for example, a moon roof or a sun roof. The electrical energy generated by the battery panel may be used to charge an on-board battery (e.g., an auxiliary battery, a high voltage battery of an electric vehicle, or a 12V main battery of a gasoline powered vehicle). A charge controller (e.g., maximum power point tracking (Maximum Power Point Tracking) or MPPT controller) is used to ensure that the maximum amount of power is transferred from the solar panel to the load (e.g., the battery being charged). More specifically, it is known that in order to provide maximum power to a load, the power supply (including the solar panel) should have the same internal impedance as the load impedance. The MPPT module typically includes a DC (direct current) to DC Voltage Converter (VC) disposed between a Photovoltaic (PV) array and a battery load. By converting the PV output voltage to the cell voltage, VC provides an ideal load for the PV array, enabling the PV array to operate at optimal voltage and maximum transmission power. Typically, the DC-DC voltage regulator (converter) in the MPPT charge controller may be a boost, buck-boost, SEPIC (single ended primary inductor converter), or any other type of converter. The appropriate topology may be selected based on the output voltage of the solar panel and the input voltage of the load. The two most popular converters that have been used for MPPT are boost converters and buck converters.
If no voltage converter is used, the power generated may be lost by up to half (depending on the relative magnitudes of the PV and cell voltages). However, the MPPT module results in a significant increase in the overall cost of the solar charging system.
Disclosure of Invention
In one aspect of the present invention, an apparatus for a vehicle having an electrically started internal combustion engine is provided. The DC auxiliary bus is configured to connect to a plurality of electrical accessories. The main DC bus is adapted to be connected to the main DC battery and the electric starter of the engine. The voltage quality unit includes a voltage converter configured to convert a voltage on the main DC bus to a regulated voltage on the DC auxiliary bus during a start-up operation of the electric starter. The voltage quality unit comprises a bypass switch for connecting the main DC bus to the DC auxiliary bus when the electric starter is not in a starting operation. The solar panel produces an output voltage at the panel output. The bypass switch also connects the voltage converter between the panel output and the auxiliary load when the electric starter is not in a starting operation. The voltage converter converts the solar panel output voltage to an optimal voltage to optimize power transfer to the auxiliary load.
According to the present invention there is provided an apparatus for a vehicle having an electrically started internal combustion engine, comprising:
an auxiliary bus configured to connect to a plurality of electrical accessories DC;
a main DC bus adapted to be connected to a main DC battery and an electric starter for an engine;
a voltage quality unit comprising a voltage converter configured to convert a voltage on the main DC bus to a regulated voltage on the DC auxiliary bus during a start-up operation of the electric starter, wherein the voltage quality unit comprises a bypass switch for connecting the main DC bus to the DC auxiliary bus when the electric starter is not in the start-up operation; and
a solar panel that generates an output voltage at a panel output;
wherein the bypass switch further connects the voltage converter between the panel output and the auxiliary load when the electric starter is not in a starting operation, and wherein the voltage converter converts the solar panel output voltage to an optimal voltage for optimizing the transfer of power to the auxiliary load.
According to one embodiment of the invention, the regulated voltage is a predetermined nominal voltage of the main DC battery.
According to one embodiment of the invention, the voltage converter is a boost converter.
According to one embodiment of the invention, the auxiliary load comprises an auxiliary battery charged by the solar panel, and wherein the optimal voltage is a predetermined nominal voltage of the auxiliary battery.
According to one embodiment of the invention, the auxiliary load comprises at least one DC load.
According to one embodiment of the invention, the DC load comprises a DC-AC inverter that provides AC power to an AC (alternating current) load.
According to one embodiment of the invention, the apparatus further comprises a controller configured to: a) detecting a start-up operation, b) setting a bypass switch by at least one relay, and c) controlling a duty cycle of the voltage converter to adjust the regulated voltage and the optimal voltage, respectively.
According to one embodiment of the invention, the apparatus further comprises a reverse flow switch interconnecting the solar panel, the voltage converter, and the auxiliary load to select either the boost mode or the buck mode of the voltage converter as needed to produce the optimal voltage.
According to the present invention there is provided an automotive electrical system comprising:
a DC-DC converter;
a switching circuit selectively connecting the converter between the main battery and the auxiliary bus during the engine cranking mode or between the solar panel and the auxiliary battery other than during the engine cranking mode; and
a controller that uses the output of the main battery regulation converter to stabilize the auxiliary bus voltage during a cranking mode and uses the solar panel to match the auxiliary battery voltage except during an engine cranking mode.
According to one embodiment of the invention, the auxiliary bus voltage is stabilized at a predetermined nominal voltage of the main battery.
According to one embodiment of the invention, the converter is a boost converter.
According to one embodiment of the invention, the controller is configured to: a) detecting an engine cranking mode, b) setting a switching circuit through at least one relay, and c) controlling a duty cycle of the converter to adjust the auxiliary bus voltage and the match voltage, respectively.
According to one embodiment of the invention, the system further comprises a reverse flow switch interconnecting the solar panel, the converter, and the auxiliary battery to select either the boost mode or the buck mode of the voltage converter as needed to generate the matching voltage.
According to the present invention, there is provided a control method for a Voltage Converter (VC) in an internal combustion vehicle, comprising:
converting solar energy from the solar panel into an optimal voltage for charging the auxiliary battery;
detecting a cranking of a starter in a vehicle;
disconnecting VC from the solar panel during a cranking and converting the main battery power to a predetermined bus voltage for electrical accessory power; and
after the cranking, VC is reconnected to the solar panel and the auxiliary battery.
According to one embodiment of the invention, VC is connected during cranking to provide power flow through VC in a first direction, and wherein VC is connected during solar energy conversion to provide power flow through VC in an opposite direction.
According to one embodiment of the invention, the input of VC is switched to the main battery during cranking, and to the solar panel except during cranking mode.
Drawings
FIG. 1 is a block diagram illustrating a typical vehicle electrical system with a voltage quality module;
FIG. 2 is a voltage graph illustrating a main battery voltage and an auxiliary bus voltage during an engine cranking event;
FIG. 3 is a schematic diagram of one embodiment of a conventional DC-DC converter;
FIG. 4 is a block diagram illustrating one embodiment of a vehicle having a solar power generation system;
fig. 5 is a graph showing the voltage conversion required for maximizing the power transfer from the solar panel to the load;
FIG. 6 is a block diagram of one embodiment of a conventional solar power generation system with power point tracking;
FIG. 7 is a block diagram illustrating a first embodiment of the invention in which a voltage converter is shared between a voltage stabilization/quality system and a solar power generation system;
fig. 8 is a block diagram illustrating a second embodiment of the invention in which the voltage converter is configured to operate as a boost converter or a buck converter;
fig. 9 is a schematic diagram illustrating one preferred embodiment of a voltage converter that may be used in the embodiment of fig. 8.
Detailed Description
The present invention combines a voltage stabilization system, such as a voltage quality module (voltage quality module) or VQM, with a solar power generation system to better utilize hardware components in a vehicle having an electrically-powered Internal Combustion Engine (ICE). The voltage converter in the conventional VQM is only used for a short period of time (e.g., during an engine cranking) and is idle at other times. The voltage converter included in the solar panel maximum power point tracker (maximum power point tracker, MPPT) is effective for a long period of time even if the vehicle is parked and unattended. Although the input and output voltage levels and dynamic control requirements of the VQM and MPPT DC-DC voltage converters are different, the present invention successfully configures a single converter to meet both systems. The present invention reduces the number of components required for a solar panel equipped vehicle, increases efficiency, reduces the overall weight of the two systems, and reduces overall cost and packaging complexity.
A voltage converter/stabilizing circuit compatible with the requirements of the two subsystems can be obtained in at least two different ways. In one case, due to the typical design of VQM functions in certain voltage and current ranges, the solar panel system may be configured such that it provides an output that matches these voltage and current ratings. In this case, the voltage converter of the VQM may be used as the MPPT charge controller without any modification. In the second case, the circuitry and control strategy of the VQM may be designed to be adaptable to different design architectures of the solar panel system (e.g., may be set to different voltages and currents) while maintaining its performance capabilities within the required voltage and current ranges during cranking.
The operation of the conventional voltage quality module will be described with reference to fig. 1-3. The typical vehicle electrical system in fig. 1 includes a main battery 10 connected between a ground line 11 and a main DC bus 12. An alternator/generator 13 driven by an internal combustion engine (not shown) charges the battery 10 during engine operation. An electric starter motor 14 is selectively connected to the main battery 10 through a relay switch 15 to crank (i.e., start) the internal combustion engine. The main Engine Control Unit (ECU) 16 controls the state of the switch 15 in response to, for example, a manual ignition switch or a remote start signal.
For example, the ECU 16 is connected to the control portion 20 in the VQM 17 through a multiplexed bus (MUX) and through a signal line carrying an ignition state signal and a cranking state signal. The main DC bus 12 is connected to an input of a Voltage Converter (VC) 21 and a bypass relay switch 22. The output of VC 21 and bypass relay 22 are connected to DC auxiliary bus 18, DC auxiliary bus 18 supplying a plurality of electrical accessories 19 (e.g., audio system, cellular telephone system, navigation system, driver information/display system, lighting, or other electronic devices, etc.). Control portion 20 sets the state of bypass relay 22 and provides command signals to control VC 21 depending on whether an engine cranking event is in progress. When relay 22 is closed by control portion 20 (e.g., the vehicle ignition switch is in the on position or the accessory position), then VC 21 is disabled and main battery 10 directly supplies the main system voltage (e.g., 12 volts) to bus 18. During cranking, control portion 20 opens relay 22 and activates VC 21 using a variable duty cycle that is dynamically controlled to continue providing regulated voltage V to bus 18 reg (e.g., 12 volts).
Fig. 2 compares the main battery voltage trace 24 and the voltage converter output voltage trace 30 during a cranking event. An engine start signal is generated at time 25. The engine starter motor is energized after a short delay resulting in a drop 26 in the available voltage at the main DC bus 12. During the delay, VQM 17 transitions from bypass mode to boost mode at 31 to begin generating a stable voltage V at 32 reg And the relay 22 is open. Eventually the power consumption from the starter motor decreases and the battery voltage on bus 12 begins to recover at 27 until it is fully recovered along line 28. Relay 22 may then close and deactivate VC 21.
To provide for boost conversion of VC 21, FIG. 3 showsAn example topology of a DC-DC converter 35 that receives a variable DC voltage from a main battery at an input 36 and provides a regulated voltage V at an output 37 reg . The inductor 38 stores energy when a switch (e.g., a Metal Oxide Semiconductor Field Effect Transistor (MOSFET)) 39 is turned on, and then transfers the energy to a capacitor 41 and a resistor 42 through a diode 40 when the switch 39 is turned off. By modulating the duty cycle of the switch 39 (e.g. using voltage feedback in the control section), the amount of energy transferred and thus the output voltage can be controlled.
Turning to a typical vehicle system for generating and storing electrical energy using solar cells, FIG. 4 shows a vehicle 44 having a roof-mounted solar panel 45. A Maximum Power Point Tracking (MPPT) charge controller 46 may be connected to recharge the battery 47 (the battery 47 may be the host vehicle battery, in which case the battery 47 may only be recharged when the vehicle is not in use), or to an auxiliary load 48 (which may include an auxiliary battery capable of continuous recharging). Auxiliary load 48 may include a DC load driven by DC power, or may include a DC-to-AC converter (i.e., inverter) that drives an AC load.
Fig. 5 shows the power transfer characteristics 50 of a typical solar panel, wherein the DC current from the panel is plotted against the terminal voltage of the battery under charge. In this example, the solar panel is rated at 17 volts and 4.4 amps (i.e., 75 watts of maximum power). Curve 51 shows the actual power delivered to the battery load for different battery voltages. The peak power transmitted occurs at a point 55 where the battery load voltage matches the nominal voltage of the solar panel (e.g., about 17 volts in this example). If an unmodified solar panel output is used to charge a typical automotive battery of 12 volts at 52 as shown, a high current is drawn from the solar panel at 53, but a non-optimal transmission power is obtained as shown at 54. Conversely, the load voltage corresponding to point 55 provides maximum power to the load. Therefore, the DC-DC voltage converter is used in order to provide the optimal load to the solar panel while providing the correct voltage to the load. The voltage converter introduces its own internal losses, but these are typically much less power than would be lost without conversion. As shown in fig. 6, the charge controller 46 preferably includes an MPPT controller 46A and a DC-DC converter 46B. MPPT controller 46A may also be fixed (i.e., non-adaptive) for fixed load and fixed solar panel configurations. In the event that the load voltage or solar panel configuration is variable, MPPT controller 46A may use adaptive feedback. In a typical vehicle system, MPPT controller 46A may be stationary and the voltage may be reduced from a higher solar panel voltage to a lower battery voltage.
Since the boost converter (i.e., the stabilizing circuit) in the VQM system is only used during a vehicle cranking event (typically only 5 seconds at a time), and considering the similarity between the VQM and MPPT hardware (e.g., both use DC-DC converters), the present invention integrates these separate systems to share a single voltage converter. This reduces the cost of adding solar power generation capability to the vehicle by reducing the packaging complexity of the system and reducing the number of additional components.
Fig. 7 shows a first embodiment of an arrangement 50 for combining voltage stabilization and solar power generation in a motor vehicle with an electrically started internal combustion engine. The main battery 51 powers a main DC bus 52 to continuously interact with an alternator/generator 53 and a starter motor 54. The DC auxiliary bus 55 is connected to a plurality of electrical accessories 56, all of which electrical accessories 56 are configured to operate at rated battery voltages. Thus, if the accessory 56 is powered solely by the main battery 51, proper operation of the accessory 56 will be interrupted during the natural voltage drop during a cranking event.
The vehicle device 50 includes an auxiliary battery 57 for storing energy from solar power generation. Instead of the battery 57 or in addition to the battery 57, solar energy may be used to supply other DC loads (or AC loads with one of the DC loads being a DC-AC inverter). A stabilizing circuit 58 (e.g., a boost converter) has an output that is selectively connected to the electrical accessory 56 or the auxiliary battery 57. The control section 60 is connected to the stabilizing circuit 58 and to a control input 61 (e.g., a solenoid) of a relay switch having controlled switching elements 62, 63, and 64. The switching element 62 selectively connects the main DC bus 52 to the input of the electrical accessory 56 or the stabilizing circuit 58. The switching element 63 selectively connects the output terminal of the stabilizing circuit 58 to the electrical accessory 56 or the auxiliary battery 57. Switching element 64 is an optional feature that may be used to selectively connect solar panel 65 and diode 66 to the input of stabilization circuit 58.
The embodiment in fig. 7 is particularly suited to use of a stabilizing circuit 58 with an unmodified voltage converter from a typical VQM system. More specifically, fig. 7 is adapted to operate the stabilizing circuit 58 as a boost converter. To employ boost conversion, the output voltage of the solar panel 65 needs to be less than the regulated voltage provided to the electrical accessory 56 during the cranking phase. Furthermore, it is convenient to design the nominal voltage of the auxiliary battery 57 to be the same voltage (e.g., 12 volts) so that the stabilizing circuit 58 is always adjusted to the same target voltage. Nevertheless, different voltages may be used for the auxiliary battery and for the target voltage for solar charging (if required). The relay switching elements 62 and 63 have positions marked 1 and 2. In position 1 (when the engine starter motor is not in start-up operation), the VQM function obtains a bypass state such that the stabilizing circuit 58 is connected between the solar panel 65 and the auxiliary battery 57, and the main DC bus 52 is connected to the electrical accessory 56. During a cranking event, bypass switching elements 62 and 63 are in position 2, wherein stabilizing circuit 58 is connected between main DC bus 52 and auxiliary bus 55. Thus, when the electric starter is in the starting operation, the energy from the solar panel 65 is not utilized. When the switching element 62 is in position 2, the switching element 64 may be turned off to isolate the solar panel 65. However, in some embodiments, switching element 64 may not be necessary because diode 66 would normally be reverse biased so that no current flows out of solar panel 65 or any flowing current is small enough not to be detrimental to system operation.
The limitation that the output voltage from the solar panel 65 must be compatible with the stabilizing circuit 58 as a boost converter in this embodiment is easily satisfied by providing the solar panel 65 to provide a lower voltage than that required to charge (assist) the load. For example, if the voltage of the auxiliary battery 57 is 12V, the individual solar cells included in the solar cell panel may be connected to each other to provide a voltage less than 12V. For example, in a solar panel containing 60 solar cells, the cells may be connected in various series and parallel branches to produce the appropriate voltage, with each cell having a nominal output voltage of 0.5V. A layout with 3 branches connected in parallel results in a solar panel with an output of 10V, where each branch contains 20 solar cells. During solar charging, the boost converter 58 converts the 10V output of the solar panel to an optimal voltage of 12V that transfers power to the auxiliary battery 57.
A more generalized embodiment of the invention is shown in fig. 8, where the voltage from the solar panel is not necessarily less than the target charging voltage of an auxiliary load (e.g., an auxiliary battery, a DC load, or a DC-AC voltage converter with an AC load). In this case, the additional relay switching element 67 is added as a Double Pole Double Throw (DPDT) relay that reverses the direction of the flow of electric power through the stabilizing circuit 58 when connected between the solar panel 65 and the auxiliary battery 57. The magnetic actuator 68 moves the element 67 between positions 1 and 2 in accordance with a control signal from the control section 60. By using inversion, the stabilizing circuit 58 may function as a boost converter during engine start-up operation to stabilize the reduced main battery voltage; and acts as a buck converter when not in start-up operation to reduce the output voltage from the solar panel 65 to the lower voltage of the auxiliary battery 57. The embodiment in fig. 8 may be programmable to adapt a particular module design to operate in systems with different voltage levels (e.g., whether the solar panel voltage is greater than or less than the auxiliary load voltage).
Fig. 9 provides a circuit topology for a DC-DC converter 70, the DC-DC converter 70 having selective buck and boost modes of operation for both directions of power flow through the cell. The inductor 71 is connected in an H-bridge configuration with switching devices (e.g., MOSFETs) S1-S4. Depending on the selected power flow 74 or 75, both the left smoothing capacitor 72 and the right smoothing capacitor 73 may be inputs or outputs of the converter 70.
In the case where a voltage source (i.e., a main battery or solar panel) is connected to the left side of the converter 70 and an auxiliary load is connected to the right side of the converter 70, a gate switching signal may be provided that causes S3 to be continuously on, S4 to be continuously off, and the turning off and on of S1 and S2 to be modulated to create a synchronous buck converter in which power flows from left to right. Alternatively, S1 may be continuously on, S2 continuously off, and the off and on of S3 and S4 modulated to obtain a synchronous boost converter in which power flows from left to right as well.
In the case where a voltage source (i.e., a main battery or solar panel) is connected to the right side of the converter 70 and an auxiliary load is connected to the left side of the converter 70, a gate switching signal may be provided that causes S1 to be continuously on, S2 to be continuously off, and the turning off and on of S3 and S4 to be modulated to create a synchronous buck converter in which power flows from right to left. Alternatively, S3 may be continuously on, S4 continuously off, and the off and on of S1 and S2 modulated to obtain a synchronous boost converter in which power flows from right to left as well.

Claims (15)

1. An apparatus for a vehicle having an electrically-started internal combustion engine, comprising:
a DC auxiliary bus configured to connect to a plurality of electrical accessories;
a main DC bus adapted to be connected to a main DC battery and an electric starter for said engine;
a voltage quality unit comprising a voltage converter configured to convert a voltage on the main DC bus to a regulated voltage on the DC auxiliary bus during a start-up operation of the electric starter, wherein the voltage quality unit comprises a bypass switch for connecting the main DC bus to the DC auxiliary bus when the electric starter is not in the start-up operation; and
the solar panel generates output voltage at the output end of the panel;
wherein the bypass switch further connects the voltage converter between the panel output and an auxiliary load when the electric starter is not in the start-up operation, and wherein the voltage converter converts the solar panel output voltage to an optimal voltage for optimizing the transfer of power to the auxiliary load.
2. The apparatus of claim 1, wherein the regulated voltage is a predetermined nominal voltage of the main DC battery.
3. The apparatus of claim 1, wherein the voltage converter is a boost converter.
4. The apparatus of claim 1, wherein the auxiliary load comprises an auxiliary battery charged by the solar panel, and wherein the optimal voltage is a predetermined nominal voltage of the auxiliary battery.
5. The apparatus of claim 1, wherein the auxiliary load comprises at least one DC load.
6. The apparatus of claim 1, further comprising a controller configured to: a) detecting the start-up operation, b) setting the bypass switch by at least one relay, and c) controlling the duty cycle of the voltage converter to adjust the regulated voltage and the optimal voltage, respectively.
7. The apparatus of claim 1, further comprising a reverse flow switch interconnecting the solar panel, the voltage converter, and the auxiliary load to select a boost mode or a buck mode of the voltage converter as needed to produce the optimal voltage.
8. An automotive electrical system comprising:
a DC-DC converter;
a switching circuit selectively connecting the converter between a main battery and an auxiliary bus during an engine cranking mode or between a solar panel and an auxiliary battery other than during the cranking mode; and
a controller that uses the output of the main battery regulation converter to stabilize an auxiliary bus voltage during the cranking mode and uses the solar panel to match the auxiliary battery voltage except during the cranking mode.
9. The system of claim 8, wherein the auxiliary bus voltage is stabilized at a predetermined nominal voltage of the main battery.
10. The system of claim 8, wherein the converter is a boost converter.
11. The system of claim 8, the controller configured to: a) detecting the engine cranking mode, b) setting the switching circuit by at least one relay, and c) controlling the duty cycle of the converter to adjust the auxiliary bus voltage and an optimal voltage for matching the voltage of the auxiliary battery, respectively.
12. The system of claim 8, further comprising a reverse flow switch interconnecting the solar panel, the converter, and the auxiliary battery to select a boost mode or a buck mode of the converter as needed to produce an optimal voltage for matching the voltage of the auxiliary battery.
13. A control method for a Voltage Converter (VC) in an internal combustion vehicle, comprising:
converting solar energy from the solar panel into an optimal voltage for charging the auxiliary battery;
detecting a cranking of a starter in the internal combustion vehicle;
disconnecting the voltage converter from the solar panel and converting main battery power to a predetermined bus voltage for electrical accessory power during the cranking; and
after the cranking, the voltage converter is reconnected to the solar panel and the auxiliary battery.
14. The method of claim 13, wherein the voltage converter is connected to provide power flow through the voltage converter in a first direction during the cranking, and wherein the voltage converter is connected to provide power flow through the voltage converter in an opposite direction during solar energy conversion.
15. The method of claim 13, wherein an input of the voltage converter is switched to the main battery during the cranking mode, and is switched to the solar panel other than during the cranking mode.
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